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US6504473B2 - Vehicle travel safety apparatus - Google Patents
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US6504473B2 - Vehicle travel safety apparatus - Google Patents

Vehicle travel safety apparatus Download PDF

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Publication number
US6504473B2
US6504473B2 US09/884,118 US88411801A US6504473B2 US 6504473 B2 US6504473 B2 US 6504473B2 US 88411801 A US88411801 A US 88411801A US 6504473 B2 US6504473 B2 US 6504473B2
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United States
Prior art keywords
vehicle
turning state
steering angle
safety apparatus
travel safety
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Expired - Lifetime
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US09/884,118
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English (en)
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US20010054956A1 (en
Inventor
Shoji Ichikawa
Yoshihiro Urai
Kenji Kodaka
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Honda Motor Co Ltd
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Honda Motor Co Ltd
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Assigned to HONDA GIKEN KOGYO KABUSHIKI KAISHA reassignment HONDA GIKEN KOGYO KABUSHIKI KAISHA ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: ICHIKAWA, SHOJI, KODAKA, KENJI, URAI, YOSHIHIRO
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
    • B60T7/22—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger initiated by contact of vehicle, e.g. bumper, with an external object, e.g. another vehicle, or by means of contactless obstacle detectors mounted on the vehicle
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S13/00—Systems using the reflection or reradiation of radio waves, e.g. radar systems; Analogous systems using reflection or reradiation of waves whose nature or wavelength is irrelevant or unspecified
    • G01S13/88—Radar or analogous systems specially adapted for specific applications
    • G01S13/93—Radar or analogous systems specially adapted for specific applications for anti-collision purposes
    • G01S13/931—Radar or analogous systems specially adapted for specific applications for anti-collision purposes of land vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2201/00—Particular use of vehicle brake systems; Special systems using also the brakes; Special software modules within the brake system controller
    • B60T2201/02—Active or adaptive cruise control system; Distance control
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2260/00—Interaction of vehicle brake system with other systems
    • B60T2260/09—Complex systems; Conjoint control of two or more vehicle active control systems
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S13/00—Systems using the reflection or reradiation of radio waves, e.g. radar systems; Analogous systems using reflection or reradiation of waves whose nature or wavelength is irrelevant or unspecified
    • G01S13/88—Radar or analogous systems specially adapted for specific applications
    • G01S13/93—Radar or analogous systems specially adapted for specific applications for anti-collision purposes
    • G01S13/931—Radar or analogous systems specially adapted for specific applications for anti-collision purposes of land vehicles
    • G01S2013/932—Radar or analogous systems specially adapted for specific applications for anti-collision purposes of land vehicles using own vehicle data, e.g. ground speed, steering wheel direction
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S13/00—Systems using the reflection or reradiation of radio waves, e.g. radar systems; Analogous systems using reflection or reradiation of waves whose nature or wavelength is irrelevant or unspecified
    • G01S13/88—Radar or analogous systems specially adapted for specific applications
    • G01S13/93—Radar or analogous systems specially adapted for specific applications for anti-collision purposes
    • G01S13/931—Radar or analogous systems specially adapted for specific applications for anti-collision purposes of land vehicles
    • G01S2013/9322—Radar or analogous systems specially adapted for specific applications for anti-collision purposes of land vehicles using additional data, e.g. driver condition, road state or weather data
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S13/00—Systems using the reflection or reradiation of radio waves, e.g. radar systems; Analogous systems using reflection or reradiation of waves whose nature or wavelength is irrelevant or unspecified
    • G01S13/88—Radar or analogous systems specially adapted for specific applications
    • G01S13/93—Radar or analogous systems specially adapted for specific applications for anti-collision purposes
    • G01S13/931—Radar or analogous systems specially adapted for specific applications for anti-collision purposes of land vehicles
    • G01S2013/9327—Sensor installation details
    • G01S2013/93271—Sensor installation details in the front of the vehicles

Definitions

  • the present invention is related to a vehicle travel safety apparatus for avoiding contact with a object based on the relationship of the relative positions of a vehicle detected ahead of the subject vehicle by a object detection apparatus such as a laser radar.
  • a vehicle travel safety apparatus in which electromagnetic radiation such as a laser is emitted towards a vehicle traveling forward ahead of the subject vehicle, and based on the result or the detection of the radar that receives the reflected wave from the object of the vehicle and the like positioned in front of the subject vehicle, detects an obstacle traveling forward in front of the subject vehicle, and based on the result of this detection generates an warning that brings about, for example, an avoidance operation by the driver based on the results of this detection, or automatically carries out a controlling action to avoid contact with the obstacle.
  • apparatuses that carry out the operation of warning about a collision avoidance taking into account the speed of the subject vehicle, the path of the subject vehicle, the relative distance from the obstacle, the relative speeds, the relative angles and the like.
  • a situation in which a driver is momentarily distracted for about one .second for a safety check or speed check can certainly occur during normal driving, and in this type of situation, there are many times that the vehicle is traveling almost perfectly straight.
  • the steering angle operated by the driver is small, the change of the steering angle is low, and the transversal acceleration of the vehicle is low.
  • the vehicle travel safety apparatus determines that the collision danger is high, preferably warnings and collision avoidance control is rapidly executed.
  • a vehicle travel safety apparatus for example, the travel safety apparatus 10 in the embodiment described below
  • a object detecting device for example, the radar apparatus S 1 in the present embodiment described below
  • a relative velocity calculating device for example, the radar apparatus S 1 in the embodiment described below
  • a contact possibility estimating device for example, the action timing determining part 22 in the embodiment described below
  • a contact avoidance support device for example, the brake actuator 12 and the warning apparatus 17 in the embodiment described below
  • the action timing of the contact avoidance support device can be compensated, and action control of the travel safety apparatus taking into account the elements of the state of the driver is possible.
  • the compensation device is characterized in slowing the predetermined interval. Due to this type of structure, when turning state is detected, the action of the contact avoidance support device can be made slower than when a turning state is not detected.
  • the turning state detecting device is characterized in detecting the steering angle due to the operation of the driver. Due to this type of structure, compensating the predetermined interval described above depending on the size of the amount of the steering angle is possible.
  • the turning state detecting device is characterized in detecting the changing rate of the steering angle due to the operation of the driver. Due to this type of structure, in the case that the steering angle and the changing rate of the steering angle are both detected by the turning state detection device, the detection of the turning state can be carried out more precisely and the compensation of the action timing of the contact avoidance support device can be more precise.
  • the turning state detecting device is characterized in detecting the transversal acceleration of the subject vehicle. Due to having this type of structure, in the case that the transversal acceleration and the steering angle or the transversal acceleration and the changing rate of the steering angle velocity, or the transversal acceleration and the steering angle and the changing rate of the steering angle are detected by the turning state detection device, the detection of the turning state can be more precise and the action timing of the contact avoidance support device can be more precisely compensated.
  • the turning state detecting device is characterized in detecting at least two among the steering angle, the changing rate of the steering angle, and the transversal acceleration of the subject vehicle, and compensates the predetermined interval by selecting the largest among the plurality of compensation amounts found by the turning state detecting device. Due to having this type of structure, the turning state can be detected more precisely and the action timing of the contact avoidance support device can be compensated more precisely.
  • the contact avoidance support device is characterized in being a vehicle control system. Due to having this type of structure, contact avoidance can be reliably carried out without depending on the operations of the driver.
  • the contact avoidance support device is a notification device provided in the vehicle. Due to having this type of structure, the attention of the driver can be alerted so that he or she will carry out the procedures for contact avoidance.
  • FIG. 1 is a complete diagram showing the structure of a vehicle travel safety apparatus device according to an embodiment of the present invention.
  • FIG. 2 is a functional block diagram showing the vehicle travel safety apparatus according to the present invention.
  • FIG. 3 is a diagram showing the relative positional relationship between the subject vehicle and another travel vehicle.
  • FIG. 4 is a diagram showing an example of the map illustrating the relationship between the changing rate of the steering angle and the correction time of the vehicle travel safety apparatus according to an embodiment of the present embodiment.
  • FIG. 5 is a diagram showing an example of the map illustrating the relationship between the transverse acceleration and the correction time of the vehicle travel safety apparatus according to an embodiment of the present embodiment.
  • FIG. 6 is a flowchart showing the activation timing correction processing of the vehicle travel safety apparatus according to an embodiment of the present invention.
  • FIG. 1 is a complete structural diagram of the vehicle V having the vehicle travel safety apparatus 10 according to the embodiments of the present invention installed
  • FIG. 2 is a functional block diagram of the travel safety apparatus 10 shown in FIG. 1 .
  • the vehicle V having installed the vehicle travel safety apparatus 10 provides left and right front wheels WFR and WFR, which are the driving wheels to which the drive power of the engine E is transmitted via the transmission T, and the driven left and right rear wheels WRR and WRL.
  • the brake pedal 11 operated by the driver is connected to the master cylinder 13 via the brake actuator 12 that comprises an electric control negative pressure booster.
  • the brake actuator 12 drives the master cylinder 13 by mechanically doubling the leg power of the brake pedal 11 , and at the same time operates the master cylinder 13 by a signal from the electrical control unit U independently of the operation of the brake pedal 11 during automatic control. Moreover, the input rod of the brake actuator 12 is connected to the brake pedal 11 via a lost motion mechanism, and even when the input rod is moved forward due to the brake actuator 12 being activated by a signal from the electric control unit U, the brake pedal 11 remains at the initial position.
  • the master cylinder 13 is connected to the brake calipers 15 FR, 15 FL, 15 RR, and 15 RL respectively provided on the front wheels WFR and WFL and the rear wheels WRR and WRL via the pressure adjuster 14 .
  • the pressure adjuster 14 will carry out antilock brake control to suppress locking of the vehicle's wheels, and the oil pressures in the brakes transmitted to the front wheels WFR and WRL and the rear wheels WRR and WRL by a signal from the electric control unit U are separately controlled.
  • a radar apparatus S 1 that transmits an electromagnetic wave such as a laser or millimeter wave in the forward direction of the vehicle body, and detects the relative distance and the relative speed between the body of the car in front and the subject vehicle based on the reflected wave, vehicle wheel velocity sensors S 2 , . . . , S 2 that respectively detect the number of rotations of the front wheels WFR and WFL and the rear wheels WRR and WRL, the yaw rate sensor S 3 that detects the turning of the vehicle V, the transversal acceleration sensor S 4 that detects the transversal acceleration of the vehicle V, a steering angle sensor S 5 that detects the steering angle due to the steering operation of the driver are connected.
  • vehicle wheel velocity sensors S 2 , . . . , S 2 that respectively detect the number of rotations of the front wheels WFR and WFL and the rear wheels WRR and WRL
  • the yaw rate sensor S 3 that detects the turning of the vehicle V
  • the transversal acceleration sensor S 4 that detects the transversal acceleration
  • the radar apparatus S 1 realizes the object detection device and the relative speed calculation device in the present invention
  • the yaw rate sensor S 3 , the transversal acceleration sensor S 4 , and the steering angle sensor S 5 each realize the turning state detection device in the present invention.
  • the electric control unit U controls the operation of the brake actuator 12 and the pressure adjustor 14 based on signals from the radar apparatus S 1 and each of the sensors S 2 to S 5 , and at the same time, controls the action of the warning apparatus 17 comprising a speaker, lamp and the like. Moreover, the brake actuator 12 and the warning apparatus 17 each realize the contact avoidance support device in the present invention.
  • the electric control unit U comprises a vehicle path estimating part 21 , an action timing determining part 22 , a compensation time calculating part 23 , and an actuator command part 24 .
  • the signal for the vehicle velocity output from the vehicle wheel velocity sensor S 2 and the signal for the turning of the vehicle V output from the yaw rate sensor S 3 are input into the vehicle path estimating part 21 , and this vehicle path estimating part 21 estimates that path on which the vehicle will advance in the future.
  • the signal for the turning of the vehicle output from the yaw rate sensor S 3 , the signal for the transversal acceleration output from the transversal acceleration sensor S 4 , and the signal for the steering angle output from the steering angle sensor S 5 are input into the compensation time calculating part 23 , and this compensation time calculating part 23 calculates the amount of compensation of the action timing interval based on the information from these sensors S 3 to S 5 .
  • the action timing determining part 22 estimates the collision danger based on the relative distance and the relative speed between a physical object such as a vehicle in front and the subject vehicle, the speed of the subject vehicle, and information from the vehicle path estimating part 21 and the compensation time calculating part 23 , and determines the action timing. Moreover, the action timing determining part 22 realizes the contact possibility estimating device in the present invention.
  • the actuator command part 24 commands the brake actuator 12 with the actuator output.
  • the execution timing of the contact avoidance processing (warning processing and vehicle control processing) is modified depending on the size of this turning state.
  • the execution timing of the contact avoidance processing slower than during the momentary distraction so that unnecessary contact avoidance action is not taken, and at the same time, drivability is improved.
  • the action timing of the contact avoidance support device is slower than when the turning state is not detected.
  • an action timing determining part 22 estimates that there is the possibility of the subject vehicle coming into contact with the vehicle in front and a turning state of the subject vehicle is detected based on the output from a transversal acceleration sensor S 4 , a steering angle changing rate sensor S 5 , and a yaw rate sensor S 3 , a compensation interval calculating part 23 calculates a compensation interval depending on the size of the detected turning state (the amount of the steering angle, the changing rate of the steering angle, and the transversal acceleration). And the action timing of the brake actuator 12 is slowed by this compensation interval.
  • the operation of the warning apparatus 17 is controlled using the time in which this headway time becomes equal to or less than the action timing interval Ta (for example, 2 or 3 seconds) that is set in advance as an action timing.
  • the action timing interval Ta is compensated depending on the size of this turning state, and control is carried out such that the action timing is slower than normal.
  • the amount of the steering angle, the changing rate of the steering angle, and the transversal acceleration due to the operation of the driver are used as elements for detecting the turning state.
  • the electronic control unit calculates the changing rate of the steering angle ⁇ (rad/sec) from the amount of the steering angle ⁇ detected by the steering angle sensor S 5 , and based on the absolute value of the calculated steering angle changing rate ⁇ , the compensation amount DTd ⁇ is calculated referring to the steering angle changing rate/compensation time map.
  • FIG. 4 is an example of the steering angle changing rate/compensation time map, and the compensation amount DTd ⁇ is set so as to increase as a first order function in accordance with the increase in the absolute value of the changing rate of the steering angle ⁇ , and the upper limiting value is set to 1.0 (sec).
  • the electronic control unit U calculates the compensation amount DTyG referring to the transversal acceleration/compensation time map based on the absolute value of the transversal acceleration Yg (m/sec 2 ) detected by the transversal acceleration sensor S 4 .
  • Eq. 1 can be represented by the following equation:
  • the relationship between the amount of the steering angle ⁇ and the compensation time (the compensation amount DT ⁇ ) can be represented by the following equation:
  • the electronic control unit U calculates the compensation amount DT ⁇ of the action timing interval Ta from Eq. 3 based on the amount of the steering angle ⁇ detected by the steering angle sensor S 5 . Moreover, in this case, the upper limit value of the compensation amount DT ⁇ is set to 1.0 (sec).
  • the compensation amount DT ⁇ calculated based on the amount of the steering angle ⁇ , the compensation amount DTd ⁇ calculated based on the steering angle changing rate ⁇ , and the compensation amount DTyG calculated based on the transversal acceleration Yg are compared, and using the largest compensation amount among these, the action timing interval Tar after compensation is calculated from the above equations, and the operation of the warning apparatus 17 is controlled using the time in which the above described headway time Th becomes equal to or less than the action timing interval Tar after compensation as the action timing.
  • the travel safety apparatus 10 of the present invention when it is estimated that there is the possibility that the vehicle V 10 will contact the object such as the vehicle in front V 11 and the turning state of the vehicle is detected, the action timing of the warning apparatus can be compensated so as to slow down depending on the size of this turning state, and thus when the driver is driving by steering while paying sufficient attention, such as during cornering or while changing lanes, discomfort in driving contributed by unnecessary activation of the warning apparatus 17 can be prevented, the warning apparatus 17 can be activated only when a warning is actually necessary, and the precision of the execution of the warning apparatus 17 and the drivability improve.
  • the compensation amounts DT ⁇ , DTd ⁇ , and DTyG are respectively calculated based on the three turning state detection elements, the amount of the steering angle ⁇ , the changing rate of the steering angle ⁇ , and the transversal acceleration Yg, and using the largest compensation amount among these, the action timing of the warning apparatus 17 is compensated so as to be slowest, and thus the execution precision of the warning apparatus 17 and the drivability are dramatically improved.
  • step S 101 the compensation amount DT ⁇ is calculated using Eq. 3 based on the amount of the steering angle ⁇ detected by the steering angle sensor S 5 .
  • step S 102 the compensation amount DTd ⁇ is calculated referring to the changing rate of the steering angle/compensation time map shown in FIG. 4 based on the steering angle changing rate ⁇ .
  • step S 103 it is determined whether or not the compensation amount DT ⁇ calculated based on the amount of the steering angle ⁇ is larger than the compensation amount DTd ⁇ calculated based on the steering angle changing rate ⁇ .
  • step S 103 the flow proceeds to step S 104 , and the compensation amount DTyG is calculated referring to the transversal acceleration/compensation time map shown in FIG. 5 based on the transversal acceleration Yg detected by the transversal acceleration sensor S 4 .
  • step S 105 it is determined whether or not the compensation amount DT ⁇ calculated based on the amount of the steering angle ⁇ is larger than the compensation amount DTyG calculated based on the transversal acceleration Yg.
  • step S 106 the compensation amount DT ⁇ calculated based on the amount of the steering angle ⁇ will serve as the compensation amount DT. This is because as a result of comparing the three compensation amounts DT ⁇ , DTd ⁇ , and DTyG, compensation amount DT ⁇ is determined to be the largest.
  • step S 105 the flow proceeds to step S 107 , and the compensation amount DTyG calculated based on the transversal acceleration Yg will serve as the compensation amount DT. This is because as a result of comparing the three compensation amounts DT ⁇ , DTd ⁇ , and DTyG, compensation amount DTyG is determined to be the largest.
  • step S 103 determines whether the determination in step S 103 is negative.
  • the processing proceeds to step S 108 , and the compensation amount DTyG is calculated referring to the transversal acceleration/compensation time map shown in FIG. 5 based on the transversal acceleration Yg detected by the transversal acceleration sensor S 4 .
  • step S 109 it is determined whether or not the compensation amount DTyG calculated based on the transversal acceleration Yg is larger than the compensation amount DTd ⁇ calculated based on the changing rate of the steering angle steering angle changing rate ⁇ .
  • the flow proceeds to step S 107 , and the compensation amount DTyG calculated based on the transversal acceleration Yg will serve as the compensation amount DT. This is because as a result of comparing the three compensation amounts DT ⁇ , DTd ⁇ , and DTyG, the compensation amount DTyG is determined to be the largest.
  • step S 109 the flow proceeds to step S 110 , and the compensation amount DTd ⁇ calculated based on the changing rate of the steering angle ⁇ will serve as the compensation amount DT. This is because as a result of comparing the three compensation amounts DT ⁇ , DTd ⁇ , and DTyG, the compensation amount DTd ⁇ is determined to be the largest.
  • the vehicle travel safety apparatus is not limited to the embodiment described above, and for example, the transversal acceleration can be calculated from the subject vehicle speed and the yaw rate of the subject vehicle.
  • the action timing interval Ta of the warning apparatus 17 was explained as an example, but the same compensation control is possible for the action timing interval Tb of the brake actuator 12 .
  • the action timing interval Ta of the warning apparatus 17 can be set equal to or greater than the action timing interval Tb of the brake actuator 12 (Ta ⁇ Tb).
  • the amount of the steering angle, the changing rate of the steering angle, and the transversal acceleration were used: the amount of the steering angle, the changing rate of the steering angle, and the transversal acceleration, and from among the compensation amounts DT calculated based on each of these elements, the largest compensation amount DT was found, and based on this compensation value, the action timing interval is compensated.
  • the action timing interval calculated using the largest among the compensation values DT calculated based on each of the two elements as the compensation amount DT.
  • one element can be used, and the action timing interval compensated using the compensation amount DT calculated based on this element.
  • the electric control negative pressure booster was used, but this is not limited thereby, and for example, an electromagnetic proportional valve can be provided.
  • the contact avoidance support device when it is estimated that there is the possibility that the subject vehicle may contact a object such as a vehicle in front, the turning state of the subject vehicle is detected, and the action timing of the contact avoidance support device can be compensated, action control of the travel safety apparatus taking into account the elements of the state of the driver is possible, and thus there is the effect that the contact avoidance can be made more effective.
  • the action of the contact avoidance support device when a turning state is detected, can be made slower than when a turning state is not detected, and thus when the driver is driving by steering while paying sufficient attention, unnecessary activation of the contact avoidance support device can be prevented, which device that there are the effects that the precision of the execution of the contact avoidance can be increased and the drivability can be improved.
  • the fourth aspect of the invention compensation of a predetermined interval depending on the size of the steering angle change is possible, and thus there is the effect that the contact avoidance can be made more effective.
  • the detection of the turning state can be carried out more precisely and the compensation of the action timing of the contact avoidance support device can be more precise, and thus there are the effects that the precision of the execution of the contact avoidance can be increased and the drivability further improved.
  • a predetermined interval depending on the size of the transversal acceleration is possible, and thus there is the effect that the contact avoidance can be made more effective.
  • the detection of the turning state can be more precise, and thus there are the effects that the precision of the execution of the contact avoidance can be increased and the drivability further improved.
  • the turning state can be detected more precisely and the action timing of the contact avoidance support device can be compensated more precisely, and thus the precision of execution of the contact avoidance can be further increased and the drivability can be further improved.
  • contact avoidance can be reliably carried out without depending on the driving operations, and thus there is the effect that the safety is increased.

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  • Engineering & Computer Science (AREA)
  • Remote Sensing (AREA)
  • Radar, Positioning & Navigation (AREA)
  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Computer Networks & Wireless Communication (AREA)
  • General Physics & Mathematics (AREA)
  • Steering Control In Accordance With Driving Conditions (AREA)
  • Traffic Control Systems (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Regulating Braking Force (AREA)
  • Radar Systems Or Details Thereof (AREA)
US09/884,118 2000-06-21 2001-06-20 Vehicle travel safety apparatus Expired - Lifetime US6504473B2 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
JPP2000-186719 2000-06-21
JP200-186719 2000-06-21
JP2000186719A JP3859939B2 (ja) 2000-06-21 2000-06-21 車両の走行安全装置

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US20080074246A1 (en) * 2006-09-21 2008-03-27 Denso Corporation Vehicle collision determination apparatus
US20090322500A1 (en) * 2008-06-25 2009-12-31 Gm Global Technology Operations, Inc. Judgment Line Calculations for a Vehicle Safety System
US20110060505A1 (en) * 2008-05-19 2011-03-10 Tatsuya Suzuki Device/method for controlling turning behavior of vehicle
US20190193726A1 (en) * 2017-12-27 2019-06-27 Honda Motor Co., Ltd. Vehicle control device, vehicle control method, and storage medium
US10529237B2 (en) * 2013-11-25 2020-01-07 Toyota Jidosha Kabushiki Kaisha Collision-avoidance support device
US11420624B2 (en) * 2016-12-14 2022-08-23 Denso Corporation Vehicle control apparatus and vehicle control method

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JP4267294B2 (ja) * 2002-11-05 2009-05-27 トヨタ自動車株式会社 車輌用制動制御装置
JP4191667B2 (ja) 2004-10-26 2008-12-03 本田技研工業株式会社 車両用制御対象判定装置
JP2007137126A (ja) * 2005-11-15 2007-06-07 Mazda Motor Corp 車両の障害物検知装置
CN103754226B (zh) * 2009-04-15 2016-05-25 丰田自动车株式会社 驾驶辅助系统以及由驾驶辅助系统执行的方法
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EP1174731B1 (en) 2006-01-25
DE60116818T8 (de) 2006-11-09
DE60116818D1 (de) 2006-04-13
DE60116818T2 (de) 2006-07-20
EP1174731A2 (en) 2002-01-23
JP3859939B2 (ja) 2006-12-20
JP2002002426A (ja) 2002-01-09
EP1174731A3 (en) 2003-07-09
US20010054956A1 (en) 2001-12-27

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